Car construction



Nov. 13, 1923.

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Patented Nov. 13, 1923.

PATENT OFFICE.

BYERS VI. KADEL, OF BALTIMORE, MARYLAND.

CAR CONSTRUCTION.

Application filed November 10, 1922. Serial No. 599,996.

To all whom it may concern: I

Be it known that T, Brnns TV. KAonL, a citizen the United States. residing at Baltimore, in the county of Baltimore and State oi lllaryland, have invented certain new and useful improvements in Car Construot-ions, of which the following is a specification.

This invention relates to car construction and is particularly adapted for use with heavy capacity cars having six wheel trucks. It'has "for its principal object to provide improvements in the construction and arrangen'ients ot the body bolster and associated parts. The invention consists of the formation and combination and arrangement of parts as will be herein described and particularly claimed.

In the drawings, Figure 1 is a fragmentary view of the side ot a car in the vicinity of the body bolster, showing a bolster constructed in accordance with the present invention in place in the car. Figure 2 is a transverse, vertical half-section. taken through the body oi the car in the vicinity oi the body bolster. this View showing all of the principal parts of the present embodiment of the invention. Figure 3 is a vertical, sectional view taken through the holster on the irregular line 3 of Figure Figure 4 is a horizontal sectional view taken on the line -ll of Figure 2. Figure is an inverted plan view showing the construction beneath the, body bolster.

Referring to these drawings, the side of the car is designated 10, there being a top flange angle 11 and a bottom flange angle 12 secured to the side 10 of the car. These flange angles are both attached to the inner face of the car side, the outstanding leg of the upper angle 11 extending outward from the car side and that of the lower angle 12 extending inward from the car side. The car has the customary center sill which is of box construction, being formed of a pair of center sill channels 13 arranged with their webs vertical and spaced apart one from the other, the flanges being outstanding. One only of these channels is shown in the half-sectional views, Figures 2 and 5. The remainder of the center sill structure consists of the top cover plate 14- and the reinforcing angles 16. This construction is well known and it will be understood that but one half of the center sill construction is shown in the drawing. Likewise, for the conservation of space, but one-half of the bolster and of the entire car section is shown in these drawings, it being understood that the bolster and car are symmetrical about the vertical center line. cover plate 14 is secured to the top flanges 01 the center sill channels. both the channels and the cover plate usually extending con tinuously throughout the length of the car. Beneath the bolster is a center filler casting 15 which fills up the spa e between the center sill channels at the bolster, tying them to gether and holding them against lateral dis placement beneath the bolster. A center sill reinforcing angle 16 is attached to each center sill channel and may extend throughout the length of the car. The body center plate 17 is affixed beneath the center sill channels, the reinforcing angles 16 and the tiller casting 15, all oil these parts being riveted together as shown in Figure 5 of the drawings.

The body bolster 18 is of the type disposed at least partly above the floor ol the car and extends continuously from car side to car side above the center sill. In the present instance this bolster is in one piece, and of cast steel, and is disposed entirely above the center sill and also entirely above the car floor 19, which latter is secured beneath the bottom flange 2(1 of the bolster.

The floor plates do not extend continuously across the car, but overlap the edges of the center sill cover plate 14;. there being suitable rivets tor fixing these parts together. The edges of the floor plates thus overlap the edges of the cover plate 14-, and the bolster, being entirely above the floor and the cover plate, rests upon these parts, the center plate load going. by direct compression, partly through the floor plates and partly through the cover plate to the center sill channels. The floor thus serves as a plate girder or brace; anc, furthermore. it may be readily removed in the case of repairs. The floor plates also extend between the side bearings 28 and the bottom 01 the bolster. The body bolster is thus disposed wholly Within the cavity of the car and in the case of lading of certain characters it is subject to longitudinal forces from the shift of the lading. This construction is used primarily for such lading as coal, and in this service it is the practice to unload The center sill that will offer a minimum of resistance against the clearing of the car when so dumped. The bolster is also especially formed to resist the. heavy vertical loads incident to its use with cars of tons capacity Or greater. In order that the effect of the shift of the lading may be minimized the bolster is made of open work construc tion, the end portions being of trussed formation with a webbed central portion. This Webbed portion 21 necessary in order to provide the necessary vertical stiffness when theca r rocks upon the side bearings. Each end of the bolster has two diagonal members 22 and 23, which converge at 24 near the lower flange. One of these, 22, extends upward from this point to the outer corner of the bolster at the side of the car. The other diagonal member 2-3, extends upward and inward to near the center of the bolster.

Disposedimmediately over the center sill and in line with the vertical webs of the center sill channels are vertical strut members 25 which transmit the vertical load from the bolster to the center sill and thence to the center plate beneath the center sill. The line of each of the struts 25'intersccts the line of the top flange portion of the bolster substantially at the top of the diagonal member 23 so as to complete the truss action. The general line of the bottom flange of the bolster in the vicinity of these struts is straight, extending from the top plane of one floor plate directly across the cover plate 1.4- to the top plane of the other floor plate. In the interval between the two floor plates, extensions 26 have been formed on the bolster so that at spots immediately over the webs of the center sill channels and beneath the webbed portion 21., and in direct line with the strut members 25, the bolster bears against the cover plate 14, the bearing points being in line with the webs of the center sill channels 13. The vertical loads are thus transferred through the bolster atthe webbed. portions, which are especially designed for such bolster loads, and through the direct web metal of the channels of the center sill to the center plate 17. V

The inner face of the car is flat except for the bottom flange angle 12, which, as before explained, is secured upon the inner face of the side plate of the car. This disposition of the flange angle 12 relieves it from injury from the car dinnper, and by this arrangement also the car floor may be secured directly to the bottom face of the angle, the said bottom face being in the same plane as the bottom-face of the bolster. The

top face of the center sill cover plate is then arranged to coincide with the plane of the bottom face of the floor plate, so that all parts may be assembled without any distortion or warping and with all parts working to their best advantage for strength. Considerable saving in the weight of the floor plates is also effected. The bolster is formed with suitable offsets or pockets in its lower corners to allow the aforesaid arrangement of the flange angles 12 by setting the said angles into such pockets. This arrangement 7 less width at the side of the car. In order to compensate for the reduction in width of these members the web portion of the same meml iers are made of increasing dimension, thereby maintaining a uniform cross-sectional area for truss action. A side bearing 28 located beneath the bolster 1S and beneath the car floor 19 at the junction of the two dizng'onal members 522 and 23. By this means a stiff location is provided so that the severe forces incident to the rocking of the car upon the side hearings will 'be amply 'resisted. The floor plates 19 are not notched at the side bearings, as is sometimes done but extend in an uninterrupted manner above the side bearings.

Although the top flange 27 of the bolsterconstitutes a transverse beam to resist the forces due to the shift and impact of the lading a iinst the bolster, it has been found desirable to provide additional means to re sist this force and to hold the bolster in position. To this end. the vertical bolster members or struts 25 are formed as canti levers extending from the car floor and the center sill to theupper flange 27. Forces against the bolster a t thus resisted by the cantilever action of these struts or braces, the struts being securely anchored to the floor through the adjacent metal in the bottom flange of the bolster.

Braces 29 are provided within the outstanding flaingcs of the center sill channels for tying the channel to the bolster. These extend laterally from the center sill and up ward to the bolster. The lower portions of these braces are of uniform width as defined by the vertical lines, extending substantially on line with the outer edge of the center sill flange, while their upper portionsextend farther outward to contact the floor plate be- The metal of Thus the top flange 27 is of greater F Hit) neath the bolster. By this Construction properly arranged brace is obtained while at the same time more space is allowed'beneath the bolster and to the side of the cen ter sill for the necessary truck members.

Extending from the top of the bolster, near the end thereof, to the car side is a wing plate 30, the bolster being supplied with an extension 31 for the proper attachment of the same. The wing plate extends upward to and is secured to the top side sill angle 11. This wing plate not only supports the side of the car against bulging due to the lading but also supports it in the dumping machine. It will be recognized that there is a cantilever effect from the action of the wing plate, hence the web portion of top flange member ofthe bolster is made of tapering form to properly resist this action. The vertical end member 32 of the bolster is arranged with rivet holes for the attachment of the car side directly thereto and a side stake 88 is provided outside of the side plate, at the bolster, to transmit vertical forces from the car side to the bolster, thus bridging across an otherwise unsupported gap in the construction.

The strut 33 is preferably of less height than the car side, in as much as it does not act as an ordinary side stake but serves as a strut or compression member to assist the wing plate 30 and the side plate of the car in transferring the direct vertical loads to the bolster.

I have thus described a preferred cmbodi ment of my invention. What is claimed is: 1. In a railway car having a center sill formed of a pair of channels witha cover plate, a one-piece body bolster disposed wholly within the cavity of the car and ex tending entirely above the top of the center sill, the said body bolster having a webbed central portion and trussed end portions, the webbed central portion being arranged to rest directly upon the said center sill.

2. In a railway car having a center sill formed of a pair of channels with a cover plate, a one-piece body bolster disposed wholly within the cavity of the car and extending entirely above the top of the center sillthe car floor being arranged beneath the bottom of the said bolster and portions tl e'reof being interposed between the bottom of the bolster and the top of the center sill construction, a side bearing within the lines of the trussed portion of the said bolster and beneath the car floor, the said bolster being supported upon the center sill directly over the webs of the channel members, thereof.

3. In a railway car having a center sill formed of a pair of channel members, a body bolster of trussed construction arranged entirely above the said channel members, the said bolster including diagonal members and central vertical members, the said "ertical members being disposed substantially in vertical alignment with the webs of the channel members of the said center sill.

at. In a railway car having a center sill formed of a pair of channel members with a top cover plate, a body bolster disposed wholly within the cavity of the car and extending continuously from car side to car side over the center sill, a car floor hung to the bottom edge of the bolster and arranged to overlap the edges of the said c .iter sill construction, the said bolster resting upon the center sill cover plate and the edge of the car floor near the center of the car.

5. In a railway car having a center sill formed of a pair of channels, a body bolster disposed wholly within the cavity or" the car and extending continuously from car side to car side overthe center sill, the same having a vertical end member arranged for the attachment thereto of one of the car sides, and with hori'zontal'top and bottom flange members extending across the car,'there being a diagonalmember extending from the said upper to the lower flange member, the same originally near the upper, outer corner of the bolster and extending to a point along the lower flange and remote from the end of the bolster, and there being a second diagonal member extending from the last named point on the bottom flange to a point along the upper flange near the center oi the bolster, and a vertical member extending from near the top of the said second diagonal member to the bottom of the bolster, the same being arranged substantially on line withthe web of one of the channel members of the center sill.

6. In a railway car, a body bolster dis posed wholly within the cavity of the car, the same having web metal and flange metal, the flange metal being gradually reduced from near the center towards the sides of the car and the web metal being gradually increased to compensate for the reduction in flange metal.

'7. In a railway car, a body bolster, a floor plate beneath the bolster, a side bearing beneath the floor, a diagonal bolster member extending from near the side bearing to the side of the car, the same being tapered from a greater width at the side bearing to a less width at the car side.

8. In a railway car, a body bolster disposed wholly within the cavity of the car, the same having load-carrying members, said members being formed of gradually reducing width towards the sides of the car, there being such suitable increases in other dimensions thereof as to compensate for the reduction in width.

9. In a railway car having a center sill formed of a pair of channel members with a top cover plate and with the car floor overlapping the edges of the said cover plate, a one-piece cast metal body bolster disposed wholly within the cavity of the car and extendingcontinuously above the said center sill and car floor, the same being formed with brace members substantially on line with the webs of the center sill channels, the said bolster resting upon the car floor and center sill cover plate near the center sill channels and being attached thereto near the said bolster brace members.

10. In a railway car having a center sill formed of a pair of channels with a top cover plate and a car floor overlapping the edges of the cover plate, a continuous cast metal body bolster disposed wholly within the cavity of the car and arranged above the car floor and the center sill and resting upon the car floor and the center sill at the center of the car and substantially over the channel members of the center sill, the metal of the said bolster being arranged to receive the vertical loads from the car sides and to transmit the same directly to the said center sill construction, and being arranged also to tie the car sides together and. to resist bulging forces, and being formed also with means attached to the center sill channels for resisting. load-shifting forces.

11. A railway car having a center sill, sides and a cross bolster, said cross bolster being disposed within the cavity of the car and above the car floor, means for resisting lateral forces, the same being located within the cavity of the car and connecting the cross bolster and the car sides above the ends of the cross bolster, and means outside of the car side for resisting vertical forces at the cross bolster, the same originating above the lines of the car floor and extending upwardly toward the top of the ear.

'12. A railway car having a side with an i ing a side plate with a bottom flange angle affixed to the interior face thereof, and a body bolster located within the cavity of the car with at least a portion thereof above the,

' car floor, said bolster having a depression in its end face and in its bottom face for the accommodation of the flange angle.

14. A railway car having a center sill and a side embodying a side plate with a bottom flange angle disposed on the inner face of the latter, a body bolster aflixed to the side and extending across the center sill, and having a depression in the end face and in the bottom face of the bolster for the accommodation of the flange angle, and a floor plate underlying the bottom face of the bolster and the bottom face of the flange angle.

15. In a railway car having a side with top and bottom flange members, a body bolster of less depth than the car side and having its lower edge substantially on line with the bottom flange of the car side, a member extending from the upper edge of the body bolster to near the top of the car side and arranged to hold the car and bolster in alignment, and a strut disposed upon one of the faces of the car side near the end of the bolster and arranged to overlap the bolster and thesaid member connecting the car side and bolster, the said strut being of less height than the car side.

16. In a railway car, a body bolster within the cavity of the car and above the car floor, a stiffening member attached to the body bolster and within the cavity of the car for holding the car sides against bulging, and additional means outside of the car for transferring vertical forces from the car side to the end of the bolster, the same being of less height than the car side and overlapping the end of the bolster and the said stiffening member.

- 17. In a railway car, a body bolster within the cavity of the car and extending partly above the floor towards the top of the car, and a wing plate extending from the said bolster to 'near the top of the car, and attached to the top side angle of the car.

18. In airailway car, a center sill formed of two channel sections with vertical webs, a bolster extending across the car above the center sill, and vertical members on the bolster in line with the center channel webs.

19. In a railway car, a center sill having a vertical web, a bolster extending across the car above the center sill, and a contacting spot formed on the bolster in line with the center sill web, there being clearance provided between the bolster and the center sill at the side of the said contacting spot.

20. In a railway car, a center sill formed of two channels with their webs disposed vertically and with a cover plate secured to their upper flanges, side floor plates overlapping the edges of the cover plate, and a bolster extending across the car over the floor plates, the bolster being extended betwe n the floor plates to contact the cove plate.

In testimony whereof I aflix my signature.

BYERS W. KADEL. 

